Internal-combustion engine.



N- KIEFER. INTERNAL GoMBUsTIoN ENGINE.

APPLGATION FILED 0()T.29,1909.

- Patented Apr. 18, 1911. me@

' ninTEn sTATEs .rosErH NICOLAS xrnrrna, or snvrtns, TRANCE.

INTERNAL-COMBUSTION ENGINE.

esaosa.

specification or Letters Patent.

Application led October 29, 1909. Serial No. 525,872.

Patented Apr. 1s, 1911.

To all whomfitma/y concern:

Beit known that I, JOSEPH NICOLAS KIEF- rEn, a citizen of the French Republic, residing at Svres, Department of Seine and Oise, France, have invented certain new and useful Improvements 1in Internal-Combustion Engines, of which the lfollowin is .a

specification7 companying drawing, forming apart hereof. This invention relates to internal combustion engines of the four cycle type in which the combustible mixture, formed outside of the engine cylinder, is introducedinto the engine cylinder and is com ressed therein, and in which, after combustion, the burned gases are drivenout of the cylinder before the introduction of the next charge.

The invention is particularly concerned with vthe devices whichcontrol the admission to the cylinder of the fresh charge and the escape of the burned gases.

In engines of this type, as heretofore cony structed, lift valves, operated either by pressure of the gases or of the atmosphere or by cams through suitable intermediate mechanism, have generally been employed, and ex erience has shown that the use of such va ves is open to many objections. It has also been proposed to control lthe admission and exhaust by sleeve'like valves surrounding the piston and interposed between the same and the wall of the-cylin-l der, such lsleeve like valves being operated through suitable mechanism from the engine shaft, but this arrangement also involves difficulties, particularly "in manufacture, as well as those due to friction. y

It is the object of this invention to provide for the control of admission and exhaust by means which shallobviate the objections to both general forms ofcontrolling devices above referred to and this result is accomplished by making use of coperating, relatively reciprocating valves located externally to the cylinder and operated posia' tively through suitable mcchanlsm from the engine shaft.

The invention 'will be more fully explained hereinafter with reference to the accompanying drawing in which one conven-` f ient and practical embodiment thereof is illustrated, and in which- Figures 1, 2, 3, 4, 5 and 6 are views in longitudinal section showing successive positions assumedby the working parts during the complete cycle of the engine, Figs. 1,

reference being had to t e'ac' v partial views showing the valve chest and valves with a small portion onlyl of the piston and cylinder.

In the engine shown in the drawingythe main cylinder a receives as usual the piston b which, throu h the crank c drives the main shaft. A jacent to the cylinder a and formed in a' single casting therewith, or otherwise as may be preferred, is a valve chest d which is preferably cylindrical in cross section. The cylinder a is'adapted to communicate'near its head fend, through a port e with the valve chest d at a point about the middle of the length of the lat'- ter, the port e being preferably continued as an annular chamber or recess in the wall of the valve chest. Fitting in the valve chest d, so as to reciprocate therein, is a sleeve valve g and fitting within the sleeve valve g, so as to reciprocate therein, is a iston valve h. The sleeve valve g has near its middle a circumferential series of ports e, preferably formed as a double series of ports z" and 2, separated by a narrow, imperforate wall i". The piston valve k is provided, near its middle, with a chamber or channel j, which is adapted to register, in certain relative positions of the two valves, with the circumferential series of ports z'. The two valves g and h are connected by rods 7c and l respectively to crank pins placed 90 degrees' apart on a crank shaft 1' a and o from the main shaft of the engine at half the speed of rotation of the main shaft. ,l

In one end of the valve chest d is an exhaust outletpand `at about its middle lis the inlet g, which preferably terminates in an .the valve chest, surrounding the sleeve valve g so as to 'supply the charge to all of the ports e' thereof, and separated, byQ-a partition wall, from the annular channel e which communicates directly with the head end of the cylinder a.

. The operation of the engine is as follows: When the iston b is in its .extreme rearward position, at the dead stroke, after the expulsion o gases and preceding the introduction the burned of the fresh charge, as shown in Fig. lhthe ports i of the sleeve valve g register fu y w1 which is driven through suitable gears m,

annular chamber or channel in the wall of f oint of itsv ph the I i rearward position, as shown in Fig. 4, the'.

inder and the inlet g vor the exhaust p. The

crank pins to which the valve rods 7a and Z are connected are then in the positions shown in Fig. 1 so that, as the valve shaft 1" Vcontinues its rotation in the direction indicated' by the-arrow, the'valve h, being then on -its up stroke, uncovers 'the ports i of the sleeve valve g, down stroke, opens the inlet port g, ,15

and the latter, then beginning its thereby placing the inlet gin communication with the interior of t'he cylinder a, as shown in Fig. 2.' Therefore as the'piston-moves forward and produces a vacuum behind it, the valves gand 7p plrogressively increase the sectional area of t 'e passageA through which the explosive mixture is drawn into the cylinder a from the inlet g. As'the piston b reaches the forward limit of its stroke, as shown in Fi 3, the shaft r, rotating at half the -speed `o the engine shaft, completes a quarter rotation and the valve h is moved up to its highest position while the valve g is moved half way down to its lowest position, so that the lower portion of the valve h, below the channel j, then closes the ports c', which at that time register lwith the inlet channel4, so that communication between the inlet g and the cylinder a is cut off. As vthe .engine `shaft continues its rotation and the piston b moves from its lowest or forward position back to itshighest or fresh charge is compressed behind the piston, the port e being closed, during the whole of this period, by the sleeve valve g. Ignition of the charge inthe cylinder, behind the piston, being now effected, Afthe pist'on -moves forward-in its working stroke, as in.

dicated in Fig. 5, the port e continuing to be closed by the sleeve valve g,.while the valve h movesto its lowest position. In the second rearward movement or scavenger stroke of the piston, as `indicated in Fig. 6, the sleeve valve g moves upward, so as to place the ports-i in registration with the ports e, thereby placing the cylinder in communication with the exhaust p, while the valve z also moyes upward, but more slowly than the 1 valve g, so that the lower portions of the ports z', in the sleeve Valve g, are closed or cut off from communication with the inlet Q by the upper portion of the valve h. As the upward `movement of the two valves `continues, the ports z', of the sleeve valve g, arel closed by the'l upperV portion of the valve Il,

and all parts are restored to. thepositions shown'in Fig. l, when the `cycle gof -operations'is renewed'as before.

It will be understood that .the form and relative arrangement-y of thevvalves g-gan'd h and the character of the means by which the valves are caused to have their required movements may be variedto suit different conditions of use and'that the invention, therefore, is not limited to the details of construction and arrangement shown and described herein.

I claim as myinvention: 1. In an internal combustion engine, the combination with the main cylinder and pistonfand the crank shaft driven by the piston, of a cylindrical valve chest having -ini let and exhaust ports and a'port communicating with the main cylinder, and two cylindrical valvesrelatively movable within the valve chest and one within the other and clon-4 trolling the inlet and the exhaust through said ports, and means driven from the crank shaft,l and y'at one-half the Vspeed thereof, for `actuating said valves.-

2. In an internal combustion engine, the

combination with the main cylinder and piston, 'of a valve chest having inlet and exhaust ports and a port the main. cylinder, two valves relatively movable within the valve chest and one within the other .and controlling the inlet and the exhaust through vsaid, ports, and means driven'. from theengine vcrank shaft and at one-half of the speed thereof for actuating said valves.

' In an internal combustion engine, the

combination with the main cylinder, piston and crank shaft, of a valve chest havinginlet and exhaust ports and a port comzz'nini.- eating with the yand one within the other, the outer valve having a port adapted to communicate with the main cylinder,l and the inner valve being adaptedto place said port alternately in communication with the inlet and exhaust.

.haust ports and a port communicating with the main cylinder, two cylindrical Valves relatively movable Vwithin-the valve chest and; one within the'other for controlling the inv let and exhaust through said ports, the outer communicating with main cylinder, two valves' lrelatively movable within the valve chest lili cylindrical valve having a port which A'is alternately placed in communication with the inlet and exhaust ports of the valve chest, and means driven from the engine crank shaft 'and at one-half'of the speed thereof for actuating said valv. i,

5. In an internal combustion engine, the

combination with the main cylinder, pistoii, and crank shaft driven by the piston,'of a cylindrical valve chest-havingfinlet and ei;-

' outer cylindrical valve havin relatively movable within the valve chest and one within the other for controlling the inlet, and exhaust through said ports, the

a series of aced in comexhaust ports ports which are alternately munieation with the inlet an of the valve chest, and ,means-driven Afrom the engine crank shaft and at one-half ofv the speed thereotI :tor actuating said valves. 4G. I`n an internal combustmn engine, the

Vcombimition with the main cylinder, piston,

' and crank shaft driven by the piston, of a cylindrical valve chesthaving inlet and eX- haust ports and a port communicating with the main cylinder, two cylindrical valves relatively movablelwithin the valve chest and one within the other for controlling the inlet and exhaust through said ports, the outer cylindrical valve having a port through which inlet to andexhaust from the main cylinder is efected, and means driven from the engine crank shaft and at one-half of the speed thereof for actuating said valves. v

7. Inan internal combustion engine, the combination with the main cylinder, piston, and crank shaft driven by the piston, of a cylindrical valve chest having inlet and exhaust ports and a port communicating with the main cylinder, two cylindrical valves relatively movable within Vthe valve chest and one within the other for controlling the inlet and exhaust through said ports, the outer cylindrical valve having a port through which inlet to and exhaust from the main cylinder is eli'ected, and the inner cylindrical c valve being arranged to place said port alternately in communication with the inletand exhaustl ports of the valve chest, and means driven from. the engine crank shaft andiat one-half of the speed thereoffor actuating said valves.

8. In an internal combustion engine, the combination` with the main cylinder and piston, of a, cylindrical valve chest" having inlet and exhaust ports and a port communi-V eating with the main cylinder, two cylindrical valves relatively movable Within the valve chest and one within the other and controlling the inlet and exhaust through said ports, means for-moving the outer eylmdrical valve to shift its port into and out of communication with the main cylinder, and, means ,'for `moving the inner cylindrical valve to place said ports successively in coml,munication with the exhaust and inlet ports of the valve chest each time said port is in communication with the main cylinder. 9. In an internal combustion engine, the combination with the main cylinder and piston, of a-valve chest having inlet and exhaust ports and a port communicating with the main cylinder, a sleeve valve having ports midway between its ends for communication with the inlet port and the cylinder port, a valve located Within the Sleeve valve having between its end portions a channel, and means driven from the engine crank shaft and at halfv the speed thereof to move said valves relatively to each other and t0 the valve chest.

10. In an internal combustion engine, the combination with the main Vcylinder and piston, of a cylindrical valve chest having inlet and exhaust portsand a port communicating with the main c linder, of a sleeve valve having ports mi way between its ends for communication with the inlet port and the cylinder port, a cylindrical valve located within the sleeve valve having between its 'end-portions a, channel, and means driven from the engine crank shaft and at half the speed thereof to move said valves relativelyv to each other and to the valve chest.

In testimony whereof I have hereunto set my hand in the presence of two subscribing witnesses.

Witnesses CLAUmUs LUssoN, H. C. Coxn. 

